EP3628849B1 - Schubausgleichssteuerung mit differentieller leistungsaufnahme - Google Patents

Schubausgleichssteuerung mit differentieller leistungsaufnahme Download PDF

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Publication number
EP3628849B1
EP3628849B1 EP19199648.7A EP19199648A EP3628849B1 EP 3628849 B1 EP3628849 B1 EP 3628849B1 EP 19199648 A EP19199648 A EP 19199648A EP 3628849 B1 EP3628849 B1 EP 3628849B1
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EP
European Patent Office
Prior art keywords
load
spool
generating device
electric generator
gas turbine
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Active
Application number
EP19199648.7A
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English (en)
French (fr)
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EP3628849A1 (de
Inventor
Gary D. Roberge
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RTX Corp
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Raytheon Technologies Corp
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Publication of EP3628849A1 publication Critical patent/EP3628849A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/32—Arrangement, mounting, or driving, of auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • F02C3/06—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor the compressor comprising only axial stages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/06—Arrangements of bearings; Lubricating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/36—Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/008—Arrangements for controlling electric generators for the purpose of obtaining a desired output wherein the generator is controlled by the requirements of the prime mover
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/70—Application in combination with
    • F05D2220/76—Application in combination with an electrical generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2240/00—Components
    • F05D2240/50—Bearings
    • F05D2240/52—Axial thrust bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/15—Load balancing

Definitions

  • a gas turbine engine typically includes a fan section, a compressor section, a combustor section and a turbine section. Air entering the compressor section is compressed and delivered into the combustion section where it is mixed with fuel and ignited to generate a high-speed exhaust gas flow. The high-speed exhaust gas flow expands through the turbine section to drive the compressor and the fan section.
  • the compressor section typically includes low and high pressure compressors, and the turbine section includes low and high pressure turbines.
  • the high pressure turbine drives the high pressure compressor through an outer shaft to form a high spool
  • the low pressure turbine drives the low pressure compressor through an inner shaft to form a low spool.
  • the high spool and the low spool are supported on bearing structures fixed to a static structure of the engine. Axial loads are accommodated by thrust bearing assemblies supporting each of the high spool and low spool.
  • the compressor and turbine on each of the respective high and low spool generate opposing axial loads. In some instances, the loads counterbalance each other such that no substantial axial load is applied to the bearing structures.
  • Such low or null axial load conditions can alter engine operation and a reduce engine efficiency.
  • Turbine engine manufacturers continue to seek further improvements to engine performance including improvements to thermal, transfer and propulsive efficiencies.
  • a prior art gas turbine engine having the features of the preamble of claim 1 is disclosed in EP 2 971 696 A1 .
  • Another prior art gas turbine engine is disclosed in EP 2 657 457 A2 .
  • a gas turbine engine according to an aspect of the present invention is provided as set forth in claim 1.
  • the first spool is supported for rotation by a first thrust bearing and the second spool is supported for rotation by a second thrust bearing.
  • the controller varies each of the first load and the second load to maintain an axial load of a predefined amount on each of the first thrust bearing and the second thrust bearing.
  • the first load generating device comprises a first electric generator and the second load generating device comprises a second electric generator.
  • an accessory gearbox is mounted to a static structure of the gas turbine engine and each of the first generator and the second generator are mounted to the accessory gearbox.
  • the first tower shaft and the second tower shaft are disposed about a common tower shaft axis of rotation.
  • the first tower shaft and the second tower shaft are concentric about the common tower shaft axis of rotation.
  • the first generator is mounted to a first accessory gearbox
  • the second generator is mounted to a second accessory gearbox
  • the first tower shaft extends radially outward and is spaced circumferentially apart from the second tower shaft.
  • the first generator and the second generator combine to generate a total amount of power with a proportion of the total amount of power varying between the first generator and the second generator.
  • a method of operating a gas turbine engine according to another aspect of the present invention is provided as set forth in claim 10.
  • the first load generating device is a first electric generator and the second load generating device is a second electric generator.
  • a load applied by each of the first electric generator and the second electric generator are varied to apply the axial load to each of the first spool and the second spool.
  • the first electric generator and the second electric generator combine to produce a total amount of electric power.
  • a controller varies a proportion of the total amount of electric power provided by each of the first and second electric generators to provide the desired axial load while maintaining the total amount of electric power constant.
  • a first gear coupling between a first tower shaft and the first load generating device and the first spool and a second gear coupling between a second tower shaft and the second load generating device and the second spool is included.
  • a gear reaction load for each of the first gear coupling and the second gear coupling is defined to provide a desired axial load on the corresponding one of the first spool and the second spool.
  • FIG. 1 schematically illustrates a gas turbine engine 20.
  • the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28.
  • the fan section 22 drives air along a bypass flow path B in a bypass duct defined within a nacelle 18, and also drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28.
  • FIG. 1 schematically illustrates a gas turbine engine 20.
  • the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28.
  • the fan section 22 drives air along a bypass flow path B in a bypass duct defined within a nacelle 18, and also drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28.
  • FIG. 1 schematic
  • the exemplary engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided, and the location of bearing systems 38 may be varied as appropriate to the application.
  • the low speed spool 30 generally includes an inner shaft 40 that interconnects, a first (or low) pressure compressor 44 and a first (or low) pressure turbine 46.
  • the inner shaft 40 is connected to a fan 42 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30.
  • the high speed spool 32 includes an outer shaft 50 that interconnects a second (or high) pressure compressor 52 and a second (or high) pressure turbine 54.
  • a combustor 56 is arranged in exemplary gas turbine 20 between the high pressure compressor 52 and the high pressure turbine 54.
  • a mid-turbine frame 58 of the engine static structure 36 may be arranged generally between the high pressure turbine 54 and the low pressure turbine 46.
  • the mid-turbine frame 58 further supports bearing systems 38 in the turbine section 28.
  • the inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is colline
  • the core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46.
  • the mid-turbine frame 58 includes airfoils 60 which are in the core airflow path C.
  • the turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion.
  • gear system 48 may be located aft of the low pressure compressor, or aft of the combustor section 26 or even aft of turbine section 28, and fan 42 may be positioned forward or aft of the location of gear system 48.
  • the engine 20 in one example is a high-bypass geared aircraft engine.
  • the engine 20 bypass ratio is greater than about six, with an example embodiment being greater than about ten
  • the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 46 has a pressure ratio that is greater than about five.
  • the engine 20 bypass ratio is greater than about ten
  • the fan diameter is significantly larger than that of the low pressure compressor 44
  • the low pressure turbine 46 has a pressure ratio that is greater than about five.
  • Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle.
  • the geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1 and less than about 5:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.
  • the fan section 22 of the engine 20 is designed for a particular flight condition -- typically cruise at about 0.8 Mach and about 35,000 feet (10,668 meters).
  • the flight condition of 0.8 Mach and 35,000 ft (10,668 meters), with the engine at its best fuel consumption - also known as "bucket cruise Thrust Specific Fuel Consumption ('TSFC')" - is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point.
  • "Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system.
  • the low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45.
  • the "Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft / second (350.5 meters/second).
  • the example gas turbine engine includes the fan 42 that comprises in one non-limiting embodiment less than about 26 fan blades. In another non-limiting embodiment, the fan section 22 includes less than about 20 fan blades. Moreover, in one disclosed embodiment the low pressure turbine 46 includes no more than about 6 turbine rotors schematically indicated at 34. In another non-limiting example embodiment, the low pressure turbine 46 includes about 3 turbine rotors. A ratio between the number of fan blades 42 and the number of low pressure turbine rotors is between about 3.3 and about 8.6. The example low pressure turbine 46 provides the driving power to rotate the fan section 22 and therefore the relationship between the number of turbine rotors 34 in the low pressure turbine 46 and the number of blades 42 in the fan section 22 disclose an example gas turbine engine 20 with increased power transfer efficiency.
  • the engine 20 includes an accessory drive system 16 that includes an accessory gearbox 62 that supports a first generator 64 driven by a first tower shaft 66 and a second generator 68 driven by a second tower shaft 70.
  • the first tower shaft 66 is driven by the low speed spool 30 and the second tower shaft 70 is driven by the high speed spool 32.
  • the first and second generators 64, 68 provide power electric power to the aircraft and other systems of the engine 20.
  • a controller 72 controls both the first and second generators 64, 68 to proportion the amount of power drawn from each to provide the desired amount of electric power.
  • the proportion of power provided by each of the first and second generators 64, 68 is varied by the controller 72 to adapt to operational changes in the engine 20.
  • the high speed spool 32 is supported at a forward end by a thrust bearing 76.
  • the low speed spool 30 is supported at the forward end by a thrust bearing 74.
  • Both the high speed spool 32 and the low speed spool 30 are supported at aft end by a roller bearing 78.
  • a fan thrust load is reacted and accommodated separate from the low speed spool 30 because of the intervening geared architecture 48.
  • the thrust bearings 74, 76 support rotation and also maintain an axial position of the forward end of each of the low and high spools 30, 32.
  • An axial load is incurred on each of the thrust bearings 74, 76 such that corresponding bearing surfaces remain in contact.
  • the axial load is transferred through the thrust bearings 74, 76 to the engine static structure.
  • the axial load borne by the bearings 74, 76 is a summation of forces on each spool 30, 32.
  • the forces are generated by pressures within the compressor sections and turbine sections that are very large and often in opposing directions.
  • the resultant force on each of the spools 30, 32 varies through engine operation due to changes in thrust generation, rotor speed, pressures, temperature as well as numerous other operational parameters.
  • Thrust bearings 74 and 76 are designed with shoulder surfaces and geometry that enable a defined amount of axial movement to accommodate load transitions from one loading state to another (i.e. forward to aft thrust loading) that occur during the extremes of engine operating condition.
  • the changes in operation can in some instances result in "null" operating condition where opposing forces cancel each other such that the axial load on the bearings 74, 76 approaches zero.
  • the spools 30, 32 can cause increased vibrations and/or shift axially rather than bear against the designed bearing shoulder surfaces of each thrust bearing 74, 76.
  • the axial movement can also result in blade deflections and contact between the blade tip and abradable blade outer air seals.
  • the "null" condition is currently accommodated by changing the engine operating condition by increasing or decreasing throttle settings commonly referred to as throttle bump.
  • the example disclosed engine 20 includes the accessory drive system 16 that extracts power proportionally from each spool 30, 32 in a varying manner to avoid "null" load conditions.
  • force diagrams of forces acting on each of the spools 30, 32 are schematically shown.
  • Forces on the low speed spool (not including the geared architecture and fan rotor thrust loading) includes pressure forces 80 in the compressor section 44 that act in a forward direction and pressure forces 82 in the turbine section 46 acting in opposite direction.
  • Fan rotor thrust does not contribute to loading on the low speed spool 30 due to the intervening geared architecture 48.
  • the example disclosed embodiment includes a geared architecture 48 for driving the fan section 22, engines that directly drive the fan section 22 would benefit from and are within the contemplation of this disclosure.
  • the opposing forces 80, 82 combine during normal operating conditions to generate an axial load such that an axial load is placed on the corresponding thrust bearing 74.
  • pressure forces 86 acting in the high pressure compressor section 86 counter pressure forces 88 in the high pressure turbine section 54 to generate a net axial load against the thrust bearing 76.
  • Forces 80, 82, 86 and 88 include pressure and aerodynamic reaction loads primarily consisting of loading on compressor and turbine airfoils as well as piston and diaphragm forces created by the reaction of internal engine cooling and pressurization airflows on compressor and turbine rotor structures.
  • the forces 80, 86 on the corresponding compressor sections 44, 52 balance against the opposing forces 82, 88 in the corresponding turbine sections 46, 54. This balance of forces generates a substantially zero axial load in a "null" load condition.
  • An additional load is placed on each spool 30, 32 by the accessory drive system 16 ( Figure 1 ) as power (torque at a given rotational speed) is transferred through gearing that mechanically connects the accessory drive system and rotors.
  • the additional load on the low speed spool 30 created by gear meshing is schematically indicated at 92.
  • the additional load on the high speed spool 32 created by the gear meshing is schematically shown at 94.
  • Variation of the loads 92, 94 is controlled by the disclosed system to assure that a net axial load is always present in each of the spools 30, 32. Accordingly, in this example the load 92 is applied to assure a net axial load schematically indicated at 84.
  • the load 94 is varied and applied to maintain a net axial load schematically indicated at 90.
  • a tower shaft assembly 96 is schematically shown and is includes a first tower shaft 66 and a second tower shaft 70.
  • the first tower shaft 66 is coupled through gears 100 and 102 to the low speed spool 30 creating axial reaction load 92.
  • the second tower shaft 70 is coupled through gears 104 and 106 to the high speed spool 32 creating axial reaction load 94.
  • the coupling of gear 100 to gear 102 generates an axial load on the low speed spool 30 with magnitude and direction (axially forward or aft) of the gear reaction load dependent on a number of factors including transmitted torque, operating speed (RPM) and gear tooth geometry.
  • the first tower shaft 66 drives a first accessory gear box 62A that includes the first generator 64.
  • the second tower shaft 70 drives a second accessory gear box 62B that includes the second generator 68.
  • the axial load that is exerted on the low speed spool 30 is partially dependent on the load caused by rotary power transfer through the first tower shaft 66.
  • the load caused by the first tower shaft 66 is in turn a sum of the accessory components driven through the accessory gear box 62A, including the first generator 64.
  • the load on the high speed spool 32 from the second tower shaft 70 is a result of loads caused by driving components of the second accessory gear box 62B and the second generator 68.
  • the axial load placed on each of the spools 30, 32 is partially generated by loads through each of the tower shafts 66, 70. Variation of loads on each of the tower shafts 66, 70 are therefore controlled to adjust axial loads on each of the spools 30, 32 to prevent "null" load conditions.
  • the tower shafts 66, 70 are concentric and disposed about a common rotational axis 98.
  • the specific structure of the coupling between gears 100 and 102 and between gears 104 and 106 is determined and defined to enable control of axial loads exerted on the corresponding spools 30, 32.
  • the load on the first tower shaft 66 is schematically shown at 108 and the load on the second tower shaft 70 is shown at 110.
  • the loads 108 and 110 combine to define a total load 112.
  • the total load 112 is indicative of the power extracted from both the spools 30, 32 needed to supply power to for operation of the engine accessory systems including the first and second generators 64, 68. Varying the proportion of each load 108, 110 to obtain the total load 112 enables application of an axial load on each of the spools 30, 32 to avoid "null" load conditions.
  • the accessory drive system shown in Figure 7 includes the first tower shaft 66 that extends radially from the engine longitudinal axis A and is spaced circumferentially apart a distance 115 from the second tower shaft 70.
  • the first accessory gear box 62A is therefore spaced apart from the second accessory gear box 62B a corresponding circumferential distance.
  • the accessory drive system shown in Figure 8 includes the first tower shaft 66 spaced 180 degrees apart from the second tower shaft 70.
  • the first and second tower shafts 66, 70 may therefore be disposed along the common rotational axis 98, but are not concentric.
  • the accessory drive system embodiments shown in Figures 6 , 7 and 8 are examples of configurations within the scope and contemplation of this disclosure.
  • Other embodiments may include multiple accessory drive systems including multiple tower shafts 66 and 70 connecting to spools 30 and 32.
  • the common element of each of the disclosed accessory drive systems is power extraction from each of the spools 30, 32 in a manner that may be proportioned to vary an axial load.
  • a method of operating the gas turbine engine is schematically shown and indicated at 120.
  • a power demand of the aircraft is considered and communicated to an engine controller as indicated at 122.
  • the engine controller 72 ( Figure 1 ) includes control over the first and second generators 66, 70.
  • the engine controller 72 will set an initial power extraction proportion between each of the first and second generators 66, 70 that will satisfy the power demand.
  • controlled power extraction may be provided by other means including hydraulic pumps or other devices in combination with or in placement of generators 66 and 70.
  • the engine controller 72 will include a predefine mapping of operation of each of the spools 30, 32, including how a net axial load varies during operation.
  • the net axial load 132 will shift axially aft and forward depending on operating condition indicated at 134.
  • Operating conditions can include rotor speed, discharge pressures, temperature and any other operating condition that is indicative of changes in axial load on a corresponding spool 30, 32.
  • the graph 130 is an illustration of operation of conditions unique to one of the spools 30, 32. Each of the spools 30, 32 will have unique relationship between axial loads and operating conditions and be understood and defined within the controller 72.
  • the axial load 136 for engine operation is shown to shift during operation toward a "null" condition indicated at 142.
  • the axial load In the "null" condition, the axial load is zero.
  • the axial load may oscillate and even become negative as shown at 140.
  • the axial load may become unpredictable as it approaches the "null" condition indicated at 142.
  • the example disclosed accessory drive system 16 enables varying of the axial load provided between the gear reaction loads to increase the axial load as indicated at 138 to prevent the "null" load condition.
  • the additional axial load is provided by varying loads exerted through the corresponding tower shafts 66, 70.
  • the loads on the tower shafts 66, 70 are in turn varied by changing the load exerted by a load generating device driven by a corresponding one of the first and second tower shafts 66, 70.
  • the load generating devices are the first and second generators 64, 68.
  • the proportion of power extracted from each of the spools 30, 32 is varied to adjust the axial loads as is schematically indicated at 126 in Figure 9 .
  • the proportioning of loads across the spools 30, 32 provides the total power demand while also providing the means to tailor and adjust axial loads.
  • the proportion of power extracted from each spool 30, 32 is varied in response to operating conditions as indicated at 128 that are indicative of approaching the "null" load condition 142 as shown in graph 130.
  • the proportion of power extracted from each spool 30, 32 can be continually varied and re-proportioned responsive to operating conditions to prevent the onset of "null" load conditions.
  • the disclosed accessory drive system 16 provides a proportioned extraction of power to reduce loads on any one spool while also enabling proportional tailoring of axial loads to prevent "null" load operation of each spool.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Turbines (AREA)

Claims (14)

  1. Gasturbinentriebwerk (20), umfassend:
    einen ersten Rotor (30), der einen ersten Verdichter (44) beinhaltet, der mit einer ersten Turbine (46) über eine erste Welle (40) gekoppelt ist;
    einen zweiten Rotor (32), der einen zweiten Verdichter (52) beinhaltet, der mit einer zweiten Turbine (54) über eine zweite Welle (50) gekoppelt ist;
    eine erste Turmwelle (66), die mit der ersten Welle (40) über eine erste Getriebebaugruppe (100,102) gekoppelt ist;
    eine zweite Turmwelle (70), die mit der zweiten Welle (50) über eine zweite Getriebebaugruppe (104, 106) gekoppelt ist;
    eine erste lasterzeugende Vorrichtung (64), die von der ersten Turmwelle (66) angetrieben wird, wobei die erste lasterzeugende Vorrichtung (64) eine erste Last an dem ersten Rotor (30) über die erste Turmwelle (66) erzeugt;
    eine zweite lasterzeugende Vorrichtung (68), die von der zweiten Turmwelle (70) angetrieben wird, wobei die zweite lasterzeugende Vorrichtung (68) eine zweite Last an dem zweiten Rotor (32) über die zweite Turmwelle (70) erzeugt, und die erste Last und die zweite Last gemeinsam eine Gesamtlast auf den ersten Rotor (30) und den zweiten Rotor (32) aufbringen; und
    eine Steuerung (72), die jede aus der ersten lasterzeugenden Vorrichtung (64) und der zweiten lasterzeugenden Vorrichtung (68) so steuert, dass ein Anteil an der Gesamtlast, der auf jeden aus dem ersten Rotor (30) und dem zweiten Rotor (32) aufgebracht wird, so variiert, dass eine Richtung einer axialen Last an jedem aus dem ersten Rotor (30) und dem zweiten Rotor (32) vorgespannt wird,
    dadurch gekennzeichnet, dass:
    die axiale Last an jedem aus dem ersten Rotor (30) und dem zweiten Rotor (32) von einem Null-Last-Zustand weg vorgespannt ist.
  2. Gasturbinentriebwerk nach Anspruch 1, wobei der erste Rotor (30) zur Drehung durch ein erstes Schublager (74) gestützt wird und der zweite Rotor (32) zur Drehung durch ein zweites Schublager (76) gestützt wird und die Steuerung (72) jede aus der ersten Last und der zweiten Last so variiert, dass eine axiale Last einer vorbestimmten Größe an jedem aus dem ersten Schublager (74) und dem zweiten Schublager (76) aufrechterhalten wird.
  3. Gasturbinentriebwerk nach Anspruch 1 oder 2, wobei die erste lasterzeugende Vorrichtung (64) einen ersten elektrischen Generator (64) umfasst und die zweite lasterzeugende Vorrichtung (68) einen zweiten elektrischen Generator (68) umfasst.
  4. Gasturbinentriebwerk nach Anspruch 3, ein Hilfsgerätegetriebe (62A, 62B) beinhaltend, das an einer statischen Struktur des Gasturbinentriebwerks (20) montiert ist und wobei jeder aus dem ersten elektrischen Generator (64) und dem zweiten elektrischen Generator (68) an dem Hilfsgerätegetriebe (62A, 62B) montiert sind.
  5. Gasturbinentriebwerk nach Anspruch 3 oder 4, wobei die erste Turmwelle (60) und die zweite Turmwelle (70) um eine gemeinsame Turmwellendrehachse (98) montiert sind.
  6. Gasturbinentriebwerk nach Anspruch 5, wobei die erste Turmwelle (66) und die zweite Turmwelle (70) um die gemeinsame Turmwellendrehachse (98) konzentrisch sind.
  7. Gasturbinentriebwerk nach Anspruch 3, wobei der erste elektrische Generator (64) an einem ersten Hilfsgerätegetriebe (62A) montiert ist und der zweite elektrische Generator (68) an einem zweiten Hilfsgerätegetriebe (62B) montiert ist und sich die erste Turmwelle (66) radial nach außen erstreckt und in Umfangsrichtung von der zweiten Turmwelle (70) weg beabstandet ist.
  8. Gasturbinentriebwerk nach einem der Ansprüche 3 bis 7, wobei der erste elektrische Generator (64) und der zweite elektrische Generator (68) gemeinsam eine Gesamtleistungsmenge erzeugen, wobei ein Anteil an der Gesamtleistungsmenge zwischen dem ersten elektrischen Generator (64) und dem zweiten elektrischen Generator (68) variiert.
  9. Gasturbinentriebwerk nach einem der Ansprüche 1 bis 7, wobei die erste lasterzeugende Vorrichtung (64) und die zweite erzeugende Vorrichtung (68) gemeinsam eine Gesamtlast erzeugen, die einem Gesamtleistungsbedarf entspricht, wobei ein Anteil an der Gesamtlast, der von jedem aus der ersten lasterzeugenden Vorrichtung (64) und der zweiten lasterzeugenden Vorrichtung (68) bereitgestellt wird, variiert, um eine vordefinierte axiale Last an dem ersten Rotor (30) und dem zweiten Rotor (32) bereitzustellen, um eine axiale Vorspannung entlang einer Längsachse (A) des Gasturbinentriebwerks (20) aufrechtzuerhalten.
  10. Verfahren zum Betreiben des Gasturbinentriebwerks (20) nach Anspruch 1, wobei das Verfahren Folgendes umfasst:
    Erzeugen einer ersten axialen Last an dem ersten Rotor (30) mit der ersten lasterzeugenden Vorrichtung (64);
    Erzeugen der zweiten axialen Last an dem zweiten Rotor (32) mit der zweiten lasterzeugenden Vorrichtung (68), wobei die erste Last und die zweite Last gemeinsam die Gesamtlast auf den ersten Rotor (30) und den zweiten Rotor (32) aufbringen; und
    Variieren eines Anteils der ersten axialen Last und der zweiten axialen Last, die gemeinsam die Gesamtlast bereitstellen, um eine vordefinierte Größe der axialen Last für jeden aus dem ersten Rotor (30) und dem zweiten Rotor (32) zu erzeugen, um einen Null-Last-Zustand an jedem aus dem ersten Rotor (30) und dem zweiten Rotor (32) zu verhindern.
  11. Verfahren nach Anspruch 10, wobei jeder aus dem ersten Rotor (30) und dem zweiten Rotor (32) einen variierenden Lastenausgleich zwischen dem entsprechenden ersten und zweiten Verdichter (44, 52) und der ersten und der zweiten Turbine (46, 54) definiert, und die erste lasterzeugende Vorrichtung (64), die an den ersten Rotor (30) gekoppelt ist, und die zweite lasterzeugende Vorrichtung (68), die an den zweiten Rotor (32) gekoppelt ist, die entsprechende erste und zweite axiale Last bereitstellen, um eine axiale Vorspannung an jedem aus dem ersten und dem zweiten Rotor (30, 32) aufrechtzuerhalten.
  12. Verfahren nach Anspruch 10 oder 11, wobei die erste lasterzeugende Vorrichtung (64) ein erster elektrischer Generator (64) ist und die zweite lasterzeugende Vorrichtung (68) ein zweiter elektrischer Generator (68) ist und eine Last, die von jedem aus dem ersten elektrischen Generator (64) und dem zweiten elektrischen Generator (68) aufgebracht wird, so variiert wird, dass die axiale Last auf jeden aus dem ersten Rotor (30) und dem zweiten Rotor (32) aufgebracht wird.
  13. Verfahren nach Anspruch 12, wobei der erste elektrische Generator (64) und der zweite elektrische Generator (68) gemeinsam eine Gesamtmenge an elektrischer Leistung erzeugen und eine Steuerung (72) einen Anteil an der Gesamtmenge an elektrischer Leistung, der von jedem aus dem ersten und dem zweiten elektrischen Generator (64, 68) erzeugt wird, variiert, um die erwünschte axiale Last bereitzustellen, während gleichzeitig die Gesamtmenge an elektrischer Leistung konstant gehalten wird.
  14. Verfahren nach einem der Ansprüche 10 bis 13, wobei eine Getriebereaktionslast für jede aus der ersten Getriebebaugruppe (100, 102) und der zweiten Getriebebaugruppe (104, 106) so definiert ist, dass eine erwünschte axiale Last an dem entsprechenden aus dem ersten Rotor (30) und dem zweiten Rotor (32) bereitgestellt wird.
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